For shelter, some of the railways
provided small cabins or huts and it became necessary for the "Constable"
or "Signal Man" to be able to see approaching trains earlier, and so the huts
were built above ground level, and levers connected to the points and signals were
concentrated in the huts. As the signalling became more sophisticated, the space under the
hut was used for the mechanical "locking" equipment that prevented the signals
being moved incorrectly. The Lancaster and Carlisle Route. At the opening of the Lancaster and Carlisle Railway in 1846 Carnforth was classified as a small "second class" station.. Signalling was worked on the "Time Interval" system., whereby the signal was put at "stop" when a train went by, and returned to "proceed" after a fixed interval of time, usually five or ten minutes. Carnforth had a post, with arms attached, to stop trains. The Lancaster and Carlisle station staff would have worked this signal post. In 1852 the Electric Telegraph was installed along the length of the Lancaster and Carlisle Railway, but this was for commercial purposes, rather than for controlling the trains. By 1879, the LNWR at Carnforth had three proper signal boxes, Junction, Station and Iron Works. The build dates of these signal boxes isn't known. An accident report from 24 th November 1866, mentions a signal box about half a mile to the north of Carnforth station. This was probably "Iron Works" signalbox. The same report recommends the construction of a stage, for working the numerous points connected to the main line south of the station. This suggests that the "Station" and "Junction" boxes may not have been in place, at that time. Carnforth No 2 box was built by 1879, for the new station and junction, with Carnforth No 1 replacing the earlier Junction box in June 1884. Originally the "Junction" box controlled the Furness junction, and probably the entrance to the yards and LNWR shed. The original "Station" box controlling the station area only. Carnforth "No 3, Iron Works" replaced the original "Iron Works" box in February 1889. The August 1915 LNWR telephone directory shows 6 telephones at Carnforth
The August 1920 issue of the LNWR telephone directory shows that three more extensions had been installed.
The telephone had far less importance in those days and was provided
mainly for, say, the station On 17 th September 1938 a standard size "E" LMS box replaced Carnforth No 1 signalbox again. This signalbox closed 21st January 1973 as a result of the re-signalling of the West Coast main Line. On 6 th November 1938, Carnforth No 2 signalbox was replaced by an LMS signalbox, this signalbox was finally closed on 13 th May 1973, again as a result of the re-signalling of the WCML. Carnforth No 3 (Iron Works) lost its suffix in the 1930's, and the box was only opened as a summer relief. It was closed for the start of the war, but used in 1940 and 1941 to control the two refuge sidings. These two sidings became loops and a new line was installed from East to North Junctions, as part of the wartime scheme. On 26 th October 1941 Carnforth No 3 Signalbox closed and Carnforth North ground frame was installed, and this was made into a block post from 20 th September 1942 and lasted until 23 rd November 1969. This was an LMS box with a 15 lever frame. The Furness Route. In 1857 the Ulverstone and Lancaster Railway reached Carnforth, but with a single track, and with few, if any through trains, elaborate signalling wouldn't have been needed. A map of the period shows a signal post to the south of Carnforth station, and to the west of the Lancaster and Carlisle line, and another signal post to the north of the Furness line, just north of where the line crosses the river Keer, but no signalboxes can be seen. As traffic increased, the track of the Ulverstone and Lancaster railway was doubled, and a network of sidings was built up to exchange traffic with the LNWR. There was an early box at Carnforth Station Yard, which closed 30 th January 1880, and was replaced by a 35 lever box costing �175. This second box was in use until 9 a.m. 28 th March 1896. Carnforth "F+M Junction" opened at 17:30 on Sunday 29 th March 1896 taking over the duties of the closed Station Yard signalbox. Carnforth "Station Junction" box was built for the opening of the new curve between East Junction, and the rebuilt Carnforth station. This box was replaced at 17:30 on 25 th October 1903, by a new signalbox a short distance away. The new "Station Junction" signalbox is still in daily use, as a "fringe" box to Preston signalbox. The Furness and Midland Route Carnforth "East Junction" signalbox was built to control the 1880 new curve, from the Midland line, into Carnforth station, and was renewed January 19 th 1902, work commencing at 4 a.m. In the 1890's a new engine shed was built by the
Midland Railway, a little to the east of Carnforth "East Junction" and the
entrance to this shed was controlled by Carnforth "Engine Shed and sidings"
signalbox. This signalbox was renewed on Sunday 6 th November, work starting at
6 a.m.
On the 1 st February 1931, Carnforth Control (Midland Division) was closed and a new Control Office was opened at Lancaster Castle station. The 1937Sectional Appendix shows the distance from F&M Junction Signalbox to East Junction Signalbox as 480 yards and a further 506 yards to Engine Shed Sidings box. From Station Junction to East is shown as 271 yards. Carnforth has had at least 8 signalboxes.
Early signalling on the Furness Railway Much of the information on this page, has been kindly supplied by members of the "Signalling Study Group" for which I would like to express my gratitude. For a more detailed history of signalling "The Signal Box" by The Signalling Study Group, is well worth reading. [ Top ] [ Home
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